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No problem! I have the Sector 111 gPan 3 on the car. Also put in my own baffles in the fuel tank. Feel free to ask any more questions, as I’ve had this car almost 10 years now and still love it. Also, open diff.

Thanks! I've been missing driving this car!

Thanks! Have we met?

@@shanegorski8899 Nope I don't think so but I own a 2006 Lotus Elise 2ZZGE and its great to see an Elise driven well! Made by day. thx!

@@goretro77hobbies Ha ha, glad to hear. There aren't many Lotus owner's so I always assume we might have bumped into each other at the track.

205/50/R15 up front and 225/45/R15 in the rear. In Time Trial, I'm typically out only 20-25 minutes. When the ambient temperature isn't too hot, let's say a 78 degree F day, max tire temps in the rear would average 175'ish in the rear, 150 in front. I didn't take tire temps this day and it was like 93 degrees F out. Pitt is so grippy though that I find the track stays pretty fast even when the track is insanely hot. Now take a track like Mid-Ohio and that's a different story. I've never been in a 30-45 minute race with these tires, and I suspect the story might be a little different in that case.

@@CountryBoyShane you did that lap with 225 in the rear? On 15s!? Pretty impressive. How'd you combat oversteer? More camber in the rear? Shock adjustments? I get real loose down turn 14

@@xskinyx Oh my sorry for the delay here. Yes, 225s in the rear. 15s are the way to go on a naturally aspirated car. So much lighter and the improved "gearing" helps. They look stupid on the car, but I don't care when I compete LOL! I used to run the factory 16"/17" staggered setup, but found the 15s to be close to a second faster. Alignment for me on Hoosier A7s has always been -4 degrees camber in the front with 1mm total toe out, and about -3 degrees in the rear with 2mm total toe in. Turn 14 is definitely an "aero turn". I have a big rear wing since it's allowed in the NASA class I run, so that keeps the rear solid. If you have adjustable shocks, softening the rear rebound will help keep the rear less squirmy when going over the crest of the hill to enter T14. That shock adjustment will also help a lot if your throttle lift oversteer is too much for your taste. Lastly, must be flat on the gas all the way through turn.

If you can get away with it, grab a gear fast!

I'm not sure on your driving background besides what is obvious in your RUclips feed, but here's my insight. I coach with NASA Great Lakes, and one of the things I warn "new" students about is setting expectations. If this is your first time at Mid-Ohio, don't have a time set in your head. Absorb as much visual, kinesthetic, and auditory information as possible. Mid-Ohio has so much to offer with respect to those three senses compared to a lot of other flat boring tracks with no character. It makes being consistent much easier. If we want to venture into deeper water, I would also guess 1:50 or greater since you're on those rock hard DZ102 tires! Can't believe you're not running something like a Toyo R1R, RA1, or R888. Those tires are the hot ticket for street driving with the Elise, and the R1R & RA1 aren't that bad in the wet. Nevertheless, you've got what you've got. Back to the track, the line I take is pretty consistent to the Mid-Ohio "school line" that is taught, but I do some things different starting at the corner exit of China Beach.

As to the tires, those you mention will be gone after a single road trip, or not much more. (This trip will be ~4k miles and 3 track days.) And they're not good in cold temps. Here in Denver I'm able to drive the car all year round. Even at the track, I regularly pass similar cars on better tires. As a bonus, track days on these tires aren't as much wear and tear on the car as on grippier tires. For me, the fun is driving near the limit, and if that limit is a few seconds slower it doesn't matter much. I'm not in competition. Before visiting a new track I always try to set goals. At COTA I missed my goal by about a second, at RA I missed by about 2. Given another day at each track I'm confident I'd have reached them. I'm looking at 2 days at MO, and based on a friend's feedback on a simulator I may adjust my target :-). I've attended pro events at MO (25+ years ago) and have essentially walked the track, so am familiar with the terrain. It has a bit less elevation change than many of the tracks I've run. Still, some friends who have run 30+ tracks say this is their favorite, so I'm looking forward to it. (It will be my 15th.) I will study your videos several more times before I get there. Thanks!

I've thought about it, but haven't got around to it. I mostly post these videos for fun, but personally get a lot more value reviewing data from my Aim Solo.

Willing to share? I'm running a bunch of the same circuits

Yes, sure can share my Aim Solo data.

yup, that's what I'm thinking. I clearly early apexed T10 and screwed up my exit speed.

I have the stock 2ZZ in my car. Guy in front of me has K24.

You can also tell he either has a brake issue, or driving incorrectly. His brakes lights are on in really weird places, sometimes all the way through a turn.

I think he's trail braking a bit too far into the corner when he should be getting on the throttle

@@CountryBoyShane I know have the k24 in my Elise :)

Ah yes, I remember you. I was with a student in group B and you went by us a few times.

John V. in his Blue 2015 991 GT3 was very quick for B group. I really enjoyed running with him. He had me pushing very hard to keep up.

Those computers are good drivers. Know what I mean? Love the GT3 capability, but I think it covers up driver inefficiencies very well with its technical capabilities.

Stock Elise 2ZZ-GE as far as internals go. I have a ITG intake and BOE headers & exhaust, mostly for weight reduction as the stock exhaust is very heavy. "Naked rear" setup to keep things cooler in the engine compartment. I never felt that even with no aero the car wasn't stable at 100+ mph speeds. I have a GRP front splitter for the time being. There really aren't any good splitters suited for competition made for the Elise. They're all beauty pieces. Next winter, I'm going to make my own.

Best part about it is the earlier cam switchover point. Not a night and day difference, but every little bit helps when you're naturally aspirated.

+SnaKeByTe1985 I wouldn't contribute much of any drops in lap times because of the tune. The tune improves the overall driveability of the car, if that makes sense. The biggest advantage is the improvement in mid-range torque before the 2nd cam switches in. From what I remember, it's a 20 ft-lb improvement over stock in that mid-range. Top end is virtually no change. The benefit for me is not having to drop down to 2nd gear in some areas of local road courses. So, staying in third and not being out of the power when I'm in the middle of a shift does help the lap time somewhat. Not by leaps and bounds though.

Do you miss the cam change enjoyment from original? I've heard it makes the car a lot smoother and more torque mid range as you say.

The 2nd cam switchpoint is ~5700 rpm now from what I can remember. This is compared to the original that kicks in at 6200 rpm. You can definitely hear when the 2nd cam engages but it's there is no abrupt jolt.